MAN B&W Diesel

DIESELFACTS
SERVICE ENGINES TURBOCHARGERS PROPULSION SYSTEMS MARINE STATIONARY

2006 1
Overhaul success
Factory freezer given
new life
Page 2
Clean two-stroke power
Power station uniting
green technologies
Page 4
Diesel Academy Expansion
ME training places
expanded globally
Page 5
Crankshaft specialists
Shrink-fitting operation
saves 10 months
Page 6
New engines
K80ME-C and S80ME-C
two-stroke engines
Page 7
Service Center Singapore
Serving the heart of Asia
Pages 8-9
Trans-Pacific engineering
Matsons boxships
re-engining project
Page 10
MAN B&W PrimeServ
One high-quality global
service network
Page 11
Diesel-electric precision
Chinese confidence in
L27/38 engines
Page 11
Influences on engine design
Matching ambient air
temperatures to engines
Pages 12-13
Modern training courses
New qualification for
MAN B&W Diesel
Page 14
Announcements
Latest news in short
Page 15
Chinese research ships
Off-shore seismic ships
propulsion solution
Back page

ME engine shows real fuel savings

Better than expected performance results in 2.4% fuel saving for Odfjell
Practical ME engine operational experience on Odfjells Bow
Firda shows real-life fuel saving of 2.4% compared to their
otherwise similar mechanically controlled engines. The operator highlights the engines
better balance, improved response and greater flexibility
as just some of the reasons for
the impressive returns.

Surveyor for Odfjell he coordinates technical reports from 55

vessels in the Odfjell fleet. So
far, he has accumulated four
decades of tanker operation experience with Odfjell Tankers.

looking at the mean indicated

pressure (MIP), we know that the
combustion pressure is exactly
the same on each cylinder. This
means that the balance on the
engine is extremely good. The

The chemical tanker, Bow Firda,

powered by an electronically
controlled MAN B&W Diesel
7S50ME engine, entered service
for Odfjell in 2003. From the beginning, the operator and the
crew have all been very happy
with the performance of the ME
engine.
After glowing reports about the
ME engine by Odfjell staff in various forums, Dieselfacts took the
opportunity to discuss the experiences of ME engine operation
with Odfjells Senior Surveyor
(Machinery), Mr Roald Gravdal.
Mr Gravdal is involved on a
regular basis with both mechanically controlled engines
and ME engines. As a Senior

M/T Bow Firda (Odfjell, Norway) steaming towards further impressive results;
since entering service she has regularly returned fuel savings of 2.4%

When asked about the reported

reduction in fuel oil consumption, Mr Gravdal attributed the
drop to the following; The reason for the lower fuel consumption is attributed to the timing
and balance of the engine. By

MIP deviation is between 0.2 and

0.3 bar, and if you look at the deviation in the Pmax, its about 1.7
bar. The deviation in Pcomp is
about 1.8 bar on average, so this
is very good.

In addition, he also highlights

the need to follow recommended maintenance instructions
and routines. When it comes to
these electronic engines, routine engine maintenance is
about the same. Of course, you
need to keep the turbocharger
in good condition and the air
cooler has to be working within
limits. These are very important
criteria, states Mr Gravdal.
As environmental regulations
come in to force across the
World, Mr Gravdal points to the
ease that the ME engines adapt
to changing situations, The
electronic ME engines make it
more easy to comply with the
demands of ever stricter environmental regulations and,
make it more easy to efficiently
operate these engines within
these limits.
When considering issues relating
MIP, Pmax, Pcomp and emission, all
operating parameters are within
limits, far within limits. Meaning
that these engines are running
in an environmentally friendly
condition.
continued on page 3

Worlds largest dual fuel engine series

51/60DF engines series builds on proven in-service experience
The MAN B&W Diesel Group
launches a new four-stroke
engine onto the market that
not only burns both gas and
Marine Diesel Oil (MDO), but
can also operate long-term on
pure Heavy Fuel Oil (HFO).

experience that MAN B&W

Diesel has gained over decades of
working with smaller dual-fuel
engines, most recently with the
32/40DF range.

Currently, the 51/60DF is the

largest four-stroke gas engine on
the market. MAN B&W Diesels
extended product portfolio for
these types of engines now range

A special common rail pilot oil

injection system makes the
engine exceptionally environmentally friendly.

This flexibility meets and even

exceeds all requirments from the
marine as well as the stationary
market.
The 51/60DF (Dual Fuel) engines
are based on the well-known
48/60B range. These tried and
tested engines have shown their
excellent reliability in both
marine and stationary applications across the World. The new
range benefits from the long

from the in-line, 6-cylinder version through to the versatile

vee-configured 18-cylinder unit.
The available power range covers
6,000 to 18,000 kW.

Cross-sectional
drawing of the veeconfigured 51/60DF
four-stroke engine

Being the most powerful dualfuel four-stroke engine in its

class, the 51/60DF is not only
aimed at the LNG tanker market, but is also ideal for baseload electricity generation in
power stations with a good gas
connection.

DIESELFACTS

Factory freezer warming up to a new life

Overhaul success for trawler completed on time
MAN B&W Diesels Service
Center Denmark has successfully finalised a major main
engine overhaul onboard the
factory freezer trawler
Lazurnyy. The 1988-built vessel is one of four large fishing
vessels owned and operated by
Westrybflot JSC in Kaliningrad,
Russia.
The Lazurnyy is powered by two
3500 BHP, 6-cyl. Pielstick PC 2-5
main engines, built under licence
by Russki Diesel. Each engine
drives a 1500 KVA shaft alternator via a Valmet main gearbox.
Westrybflot selected Service
Center Frederikshavn as they
wanted to improve and optimise
their major engine overhaul processes in connection with their
dockings both with regard to
quality and duration.
When asked what attracted the
owners to Service Center
Denmark, Steen Hviid Mortensen,
Senior Manager of Service Center
Denmark, commented, We were
able to offer a comprehensive,
tailor-made engine overhaul
package. The customer was recommended to Frederikshavn as
the ideal one-stop place for docking and engine overhaul, due to
excellent cooperation within our
group all the way from SEMT
Pielstick in France to MAN B&W
Diesel in St. Petersburg.

Work on the 103-meter Lazurnyy

started in late November with
the docking done in cooperation with the neighbouring
Orskov Yard.
Mr Mortensen details the scope
of the overhaul, The two main
engines overhaul and classification included dismantling the
cylinder heads. These were taken
into our workshop, where all
parts were removed for a detailed
inspection. The fuel valves, exhaust valves, inlet valves, safety
valves, starting valve, indicator
cock and valve gear were all thoroughly cleaned and control
measured.
Results gained from the control
measurements decided which
parts were to be renewed and
which could be redressed by
machining. After machining, the
cylinder heads were pressure
tested and approved by the
Russian classification society.
The pistons were also pulled
and taken to the workshop for
dismantling, cleaning and control measurements. Both ring
grooves and connecting surfaces
between piston crown and piston skirt were measured and
machined were needed. The pistons were then reassembled
and approved by the owner and
classification society.

In addition to dismantling,
cleaning and measuring, the connecting rods were inspected for
cracks. After workshop approval,
they were also reassembled and
approved by the owner and classification society.
After cleaning and measuring in
the workshop, the cylinder liners
were honed control measured
followed by approval by the owner and classification society.
The fuel injection pumps were
dismantled, cleaned and measured in the workshop. It was
decided to replace all the plunger and barrels. In addition, one
complete fuel pump was replaced due to a seizure.
Inspection results for the fuel
injection nozzles in the workshop
showed that eight pieces should
be replaced and while a further
four pieces could be overhauled.
Turbochargers were dismantled
and the basic unit taken to the
workshop. They were cleaned,
measured, dynamically balanced
and the bearings renewed. The
housings were pressure tested
onboard the ship.
Main bearings and thrust bearings were opened and inspected
in the engines and approved by
the owner and the classification
society. None of the bearings
needed replacement.

Russian factory freezer trawler Lazurnyy berthed at Service Center

Denmark while undergoing a major engine overhaul

proving the performance of both

freshly reconditioned engines.
While at Service Center Denmark,
the Lazurnyy, MAN B&W Diesel
assisted with supplies for other
onboard equipment, including
parts for the fish factory equipment proving that the merchant marine environment
around Frederikshavn is still
going strong.
During the docking, Lazurnyy
still had a crew of 40. However,
when fully operational the vessel
requires a crew of 72. After

Kaliningrad, the vessel will proceed to South African waters and

fishing grounds.
Upon completion of the work in
mid December, the Lazurnyy returned to Kaliningrad to take onboard fishing gear and remaining
crew. Shortly after returning to
service, Service Center Denmark
received a letter congratulating
the team from Westrybflots
Technical Director, Mr Alexey
Mishutin stating, Thank you for
your attention to the ships problems and for quick and highquality repairs of the vessel.

All inlet and outlet valves, together with safety valves, starting
valves and indicator cocks were
cleaned and overhauled to the
approval of the owner and classification society.
While the various components
of the engine where being overhauled, MAN B&W Diesels service center electrical engineers
took the opportunity to overhaul
the shaft alternators, including
chemical cleaning of all the electrical wires in rotor and stator
followed by new lacquering.
Both white metal bearings on
the shaft generators were also
replaced. In addition, two bearings
were recast with white metal.
The engine frames and sumps
were cleaned in-situ on board the
ship while the parts were in the
workshop enabling a speedy
reassembly of the engines.

The engine room on board the Lazurnyy service centre engineers

removing engine components for checks and reconditioning

After the workshop finished the

parts which needed machining,
together with other replaced
parts, both engines were reassembled and tested onboard
while still berthed along-side
Service Center Denmark. After a
successful result, the ship proceeded on an eight-hour sea trial,

Service Center Denmarks turbocharger balancing machine fine tuning

turbine blades needed for optimising engine combustion conditions

Lazurnyys Principal Particulars:

Length oa:
Breadth:
Depth (main deck):
Draught (loaded):
Deadweight:
Load capacity:
Speed:
Shipyard:
Year of build:
Cargo:

103.7 m
16.0 m
7.4 m
6.6 m
1904 tons
1364 tons
14.3 knots
Chernomorskyj, Ukraine
1988
Frozen whole fish, headed fish, fish
meal and fat. Stowage of frozen
products at a temperature of -28C

DIESELFACTS
continued from page 1

ME engine shows real fuel savings

Mr Gravdal notes that the
choice of operating profiles
available with the ME engine,
including an option for low NOx
operation, makes daily life
easier than ever before for the
engine operators. Operating
conditions can be easily maintained when it comes to the
NOx emission mode by having
an ME electronic engine. When
operating in normal economy
mode, it is our experience
that the fuel consumption is
lower, especially in high load
conditions we operate these
vessels at close to 100% load.
For example, the Bow Firda
routinely operates at 97.5% of
her maximum continuous
rating (MCR).
This is very good. You cannot
keep these levels within parameters with a conventional
engine, especially when it
comes to the Pmax and MIP. So
we are far within limits.
While the main advantages of
the ME engines must be the
ease to which it is possible to
keep within the operation parameters when it comes to MIP,
Pmax, compression and emission control, that means that
the engine is perfectly timed.
When it comes to the environment, the most important
thing is to keep the engine running as per specification. Further, the benefits are, of course,
must be the slightly lower fuel
consumption, due to the engine
having a better timing.
Dieselfacts was keen to learn
about Mr Gravdals and the
crews opinion on living with
the ME engines on a daily basis.
In my role as a Machinery
Surveyor, I have been following
the performance of the ME engines from the beginning. Out
of a total fleet of 95 vessels, I
have 55 reporting mechanical
performance data, including
the Bow Cecil, the first vessel in
the World with an ME engine,
and the Bow Firda. The response
from the maintenance personnel is very positive in all aspects,
without complaint. Most of the
maintenance staff are the very
same as those who started with
the vessels. The crew onboard
are very happy to work with
these engines.
All Chief Engineers associated
with the vessel agree that the
reliability of the engines is
good. There havent been any
serious problems. The electronic engines have been more
successful compared to conventional engines when it
comes to maintenance and
operation. Without good

same. Although, the skills required by the crew tend to be

higher. The staff are used to
these engines now. They know
exactly how to handle them. So
I think the work load is about
the same as for conventional
engines. Because the staff need
to know what they are doing,
when they are doing adjustments, they need to know more
about the conversion process.
Electronic engines need to have
better qualified people to get
the best out the engines.

The reason for the lower fuel

consumption is attributed to the
timing and balance of the engine
Roald Gravdal, Senior Surveyor for Odfjell. Responsible for
coordinating technical reports from 55 vessels in Odfjells fleet

maintenance, the electronic

engine does not help. The air
supply to the engine has to be
as good as possible, you cannot compensate for good
maintenance with electronic
components.
For the staff, the ME engine has
made it is easier to see if you
have a fuel with bad combustion properties. You know you
have a constant reading from
the engine all the time, you are
online, which means its very
easy to monitor the Pmax in the
engine. If something happens
like a change in the bunker
quality, you can easily see it
with an ME engine. This is a big
benefit.
The operating profile of the
Bow Firda results in the need
for the vessel to pay special attention to emissions while still
ensuring long-term engine
availability.

that lube oil consumption can

be reduced even further and in
the last year we started to look
at lube oil loss through the
stuffing boxes.
Compared to other lubricators
in sister vessels, lube oil use is
in the range of 1.36 g/kWh. This
results in a saving by the
Alpha Lubricators of 0.32 g/kWh.
Other vessels fitted with the
Alpha Lubricators, like the Bow
Favour and Bow Chain, report
similar savings.
The ME engine has some control features and routines that
are new to the crews. Dieselfacts
asked Mr Gravdal how the crew
had adapted to the new technology. In the longer term, the
workload of the crew is the

When asked to sum-up the impact of the ME engines, Mr

Gravdal states, The end result
makes it possible to operate the
engine very close to the MCR.
This makes many things easier,
including maintenance. This
will be more easy because no
parts of the engine are running
in an overloaded condition. No
problem with pistons and cylinder liners nor exhaust valves.
When it comes to the cylinder
oil of course, its better because
the pistons are in a more optimal condition an improvement largely due to the Alpha
Lubricators.
As for the future, the challenge for the ME engine, and
engines of all types, is to further reduce operating costs
while keeping an eye on the
environmental aspects of vessel operation. Im quite sure
that this last aspect will be the
more important in years to
come.

Executive statement:
Thomas S. Knudsen, Senior
Vice President, Research &
Development Two-stroke,
MAN B&W Diesel.

We are very pleased to

receive reports showing an
engine operators satisfaction with the engine we
have designed. Odfjell was
the first operator to take
delivery of an electronically
controlled ME engine. There
are more than 30 ME engines in daily operation
throughout the World today, and a further 250 are
on order in all engine sizes.
The Bow Firda is a pioneer
vessel for us and we are
proud of her unrelenting
service. Every day, owners,
operators and crews can be
guaranteed safe, reliable
and economical engine
operation. Environmentallyfriendly engine operation
makes the ME engine the
choice for now and the
future.

Dieselfacts asked Mr Gravdal

about the ME engines suitability to comply with the strict
emission regulations and still
maintain long-term engine integrity at a reasonable cost.
When it comes to this cylinder lubrication, and a need to
use a low sulphur lube oil, it is
more easy to set and maintain
a correct feed rate. Today,
Odfjell has three major ports
for lube oil supply, Rotterdam,
Houston and Singapore, with
Rotterdam as the main bunkering point. So far, supplies
of lube oil have not been a
problem.
The electronic Alpha Lubricators
fitted on the Bow Firda confirm
a slightly lower lube consumption, somewhere in the range of
1.04 g/kWh. However, we believe

Bow Firdas engine room containing the electronically controlled 7S50ME-C main engine

DIESELFACTS

Uniting technologies for a cleaner environment

Korean two-stroke power setting the pace for green energy
The successful and speedy
commissioning of the Jeju
Diesel Power Plant, located on
island of Cheju on Koreas
southern-most point, was the
result of close cooperation
between world leaders in a
range of technologies.
The plants owner, Korean
Midland Power Co. Ltd., worked
very closely with a number of
contractors to create a single
movement of direction for the
highly successful completion of
such a large and complex
project.
The Jeju Power Plant. The ESP plant can be seen sited
between the chimney (left) and the main engine house
(right). The DeSOx plant is the cylindrical structure to
the left of the stack

At the heart of the power plant

lies an MAN B&W Diesel
12K80MC-S two-stroke engine,
supplied by the Doosan Engine
Co. Ltd., which produces
43.9MW at 109.1 r/min. The
system also utilises technologies such as selective catalytic
reduction (SCR), electrostatic
precipitator (ESP) and flue gas
desulphurisation (FGD) to further reduce emissions.

after only 13 months following

groundbreaking. Given the
number, variety and size of the
units making-up the entire
project, this very short completion time is an incredible
achievement. The plant would
have been in operation even
quicker if not for a strong winter
storm delaying an equipment
barge for a month.

This is currently the Worlds

largest two-stroke diesel engine
equipped with such extensive
emission control systems and,
as the emission figures show,
the strict local environmental
regulations are fulfilled.

Mr B. H. Jang, Doosan Power Plant

Management Team, explains,
The short commissioning time
can be explained by four main
factors. The peculiar spirit of
challenge of the Korean contractor meant that no challenges went

Only 13 months to completion

Commercial operation started

The MAN B&W Diesel 12K80MC-S two-stroke diesel

engine in the Jeju Diesel power plant. For this plant,
the engine was rated at 43.9 MW at 109.1 r/min

unanswered. While the harmonic

coordination of local Korean contractors lead to well-intentioned
competition among the various
contracting teams. The abundant experience of the workforce, throughout all levels of the
companies involved, aided accurate management planning and
predictions. The quality of the
chain of supply resulted in the excellent supply condition of construction material.
According to Mr Jang, Challenges
occurred in three areas: technical,
environment and time. The design, manufacture and erection
of the SCR plant raised the most

Emission limits:
Sulphur oxide:
Nitrogen oxide:
Particulate matter:

<50 ppm at 4% O2, dry gas

<250 ppm at 13% O2, dry gas
<30 mg/Sm3 at 4% O2, dry gas

issues during the design phase.

However, even the best planning
could not have foreseen the effects caused by strong winter
storms. These prevented unloading of equipment off a barge for
about a month. The historically
short timeframe, from initial design through to delivery, erection
and commissioning required
careful planning and monitoring
during the entire project.

Schematic Diagram of (Buk) Cheju Diesel Power Plant

GGH
DeNOx
Fan

Urea

ESP

MAN B&W Diesel

12K80MC-S

Caustic
Soda
(NaOH)

Transformer

DeSOx
Circulating pump

Jacket
cooler

L.O.
cooler

Stack

S.W. pump
Disposal of
DeSOx water

L.O. pump

Circulation pump

S.W. cooler

F.O. purifier
F.O. tank

S.W.
intake

Main Engine

F.O. transfer
pump

S.W. heater

S.W. discharge

Schedule

Companies

The linear management of

exhaust gas starts by the hot air
from the exhaust gas receiver
bypassing the turbochargers and
feeding into a long straight pipe
(minimum 5m) at the top of the
SCR plant, where it is mixed with
a reactive agent before entering
the SCR plant. The reactive agent
in this case being urea.
The DeNOx air leaves the SCR
plant at its base and feeds
through the turbochargers the
turbochargers are mounted on
the engine as on other large twostroke engines. It is worth noting
that if the SCR plant was operating after the turbocharger, the SCR
plant would need to be about
four times larger.

Generator

Acid

Exhaust gas cleaning

Strict local environmental regulations required that the power
plant would be fitted with stateof-the-art emission control systems. Extensive resources were
allocated to producing the most
appropriate solution for this location. The plant designers were
able to incorporate a fully integrated set of plants for SCR, ESP
and DeSOx systems which were
still able to be completed to the
necessary standard and within
the allocated time.

Generator

Engine type

DeNOx system

DeSOx system

03.4.25

Plan

Contractor

Jungbu Power Plant

Builder

HSD Engine

Builder

Alstrom (Spain)

Builder

Haldor Topsoe

Builder

03.12.23

Procurement contract

Engineering

Hyundai Engineering

Efficiency

45.1%

Type

Air cooled

Type

SCR

Type

FGD

04.6.1~

Start of civil work

Engine Supplier

HSD Engine

Fuel

DO (start), HFO (main)

Voltage

13.8 kW

Chemical

Urea

Chemical

NaOH

05.1.1

Installation

Environment
equipment supplier

Korea Kottel

Speed

109.1 rpm

Pole/Frequency

66/60

DeNOX rate

more than 87.5%

DeSOX rate

more than 75%

05.6.1~05.6.30

Commissioning

Construction

Commissioning

Cylinder

12 cyl. bore 800mm, stroke 2.300 mm

MCR/NCR

44.49kW/40.460kW

Outlet NOX

below 250 ppm

Outlet SOX

below 50 ppm

Schematic diagram of the power plant. An 8-metre wide poster version of the same image is located in the power plants guest area.

Korea Kottel

The DeNOx treated exhaust gas,

upon leaving the turbochargers, is
fed through an ESP plant. The ESP
helps remove fine particles (less
than 40 m). A gas/gas heater
then warms the exhaust gas after leaving the ESP, whereafter it
enters the DeSOx plant. This DeSOx process uses acid and caustic
soda as the final operation before
being releasing the cleaned air
into the atmosphere.

DIESELFACTS

Diesel Academy expands Global Capacity

ME engine training places increases to meet customer demand
The success of the electronically
controlled ME engines from
MAN B&W Diesel has resulted
in a tremendous increase in
the number of engineers wishing to learn more about getting
the most from the latest generation of two-stroke diesel
engines.

Mr Cronhamn is keen to highlight the benefits of actual

hands-on practice, We limit
class sizes to 10 participants at
a time. This allows each person
to obtain a proficiency in a
hands-on environment for
the ME engine. For courses relating to MC and MC-C engines,
the
Copenhagen
Diesel
Academy can take up to 20 participants at any single time.

MAN B&W Diesels Diesel Academy

has been quick to respond by
creating three self-contained,
mobile ME engine simulators
and in order to provide the best
level of service to engineers, shipowners, etc., MAN B&W Diesel
has appointed a senior member
of staff to head the expanding
services of the Diesel Academy.

These courses are designed to

teach how to operate and optimise the performance of ME
engines. Courses can also include information which allow
crew to learn more about the
latest developments in the
structural and mechanical aspects of modern two-stroke
diesel engines. Normal operating duties on board shipment
do not allow time for the same,
in-depth coverage of potential
conditions and effects as can
be obtained at the Diesel
Academy.

The new manager, Mr Lennart

Cronhamn, has over 35 years of
combined experience both at sea
as a Chief Engineer and with
MAN B&W Diesels Technical
Service. He is taking charge of
an expanding Diesel Academy,
including staff and facilities.
Upon announcing the expansion, Mr Cronhamn acknowledges
the success of Diesel Academy,
We are pleased to announce a
four fold increase in the number
of places to be made available to
engineers who wish to obtain
hands-on experience and training for the ME engines. Each new
mobile simulator will have its
own dedicated professionals, all
of whom have extensive knowledge in key areas and a large part
of their experience is founded on
their own operational experience
in the marine transport industry.
This expertise is supported by
MAN B&W Diesels unmatched
technical expertise and operational know-how with both traditional MC and MC-C and electronically
controlled ME engines.
As Mr Cronhamn points out, It
is very reassuring for the more
experienced crew to know that
the person presenting the new
idea, practices and technical
developments is also one of
them, a person who has been in
their job, someone who has spent
many years operating MC engines and machinery in often
difficult conditions.
Given the global nature of the
shipbuilding industry, Diesel
Academy has decided to base the
mobile simulators in areas where
large-scale shipbuilding takes
place, i.e. China and Korea. However, as the units can be moved
on standard pallets, they can be
shipped to anywhere where
needed around the world.
We aim to provide high quality
training, using the latest techniques, where the customer gets

Whether based at MAN B&W

Diesels Headquarters in
Copenhagen or at a convenient
location anywhere in the world

chosen by the customer, the

Diesel Academy simulator courses allow crews to make the most
of the inherent benefits gained
from operating the engine. Participants will be shown how
to obtain greater control of
the engine using the wide
range of operating modes
available, including how to
meet local environmental
considerations by using environmental-friendly low-NOx
and economy profiles.
The courses offered by the
Diesel Academy form part of a
fully coordinated training programme organised by the MAN
B&W Diesel Group. The Diesel
Academy, formed in the late
1960s, offers courses in a wide
range of subjects, including
two- and four-stroke engine operation and maintenance of all
ages of engine.
Details of all courses offered
by the Diesel Academy, including tailor-made courses that
cater to the specific needs of
customers can be obtained by
contacting Diesel Academy.

Diesel Academy
Mr Lennart Cronhamn, Diesel Academy Manager, in the ME Simulator
training room at MAN B&W Diesels Headquarters in Copenhagen

most benefit. All mobile simulators will be constantly updated

with regard to both hardware and
software as used in actual ME
engines as it becomes available.

non-electronic engines quickly

and easily become proficient
with the operating modes of
the ME engine through a combination of theory and handson practice.

MAN B&W Diesel A/S

Teglholmsgade 41
2450 Copenhagen SV
Denmark
Tel.: +45 33 85 11 00
Fax.: +45 33 85 10 49
E-mail: diesel-academy@dk.manbw.com

Incresed flexibility
The increased flexibility permitted by the expansion enables
the Diesel Academy to offer
more tailor-made courses to
ship-owners, engineers and other professionals. The demand for
such courses, which are currently held at MAN B&W Diesels
Headquarters in Copenhagen,
recognises the need for new areas of competence by individuals within the institutions such
as classification societies and insurance companies, explains
Mr Cronhamn.
There are many advantages to
be gained by both new and experienced crew in obtaining
hands-on experience of electronically controlled engines.
For new crew, the mobile simulators can be seen as having the
two-fold benefit of giving personnel best practice routines
for both the electronically controlled ME engines and the previous generation of MC and
MC-C engines. Ship personnel
with previous experience of

Engineers taking a course in the ME Simulator training room. Ease of inspection

and maintenance of the ME control system is highlighted by the instructor

DIESELFACTS

Saving time, saving money

Crankshaft specialists saves customer 10 months waiting time
The success of a unique shrinkfitting operation performed by
specialists at MAN B&W Diesels
Service Center Werk Hamburg
has resulted in a vessel returning to service 10 months ahead
of time.
Mr Andreas Schmager, the
Superintendent-Engineer in
charge for shrinking-projects
on vessels/power stations, In
2004, we performed nine
shrinking jobs worldwide and,
during 2005, eight similar
projects were completed. In the
last two years our know-how
has grown rapidly on this kind
of job, allowing us to reposition
any kind of crankshaft in the
shortest time possible.

Pre-machining of the new shaft section

Aligning the new section with the crankshaft. A heat shield placed on
the heat treated crankshaft aids heat retention and protects workers.

Final machining of the new shaft section after being heat shrunk onto
the crankshaft

The repaired crankshaft, complete with gear wheel was dispatched to the
owners from Hamburg on January 26 by the same method as it arrived

The Alaska Rainbow, a 22,782

ton Bulk Carrier vessel, suffered
a mechanical failure of the
crankshaft drivewheel while in
Piraeus.
The failure was traced to a loss
of the pressure fit to a keyway
fit arrangement. A more detailed inspection also found
cracks in the area of the keyway,
and the entire press fit showed
signs of severe hammering. Due
to the severity and scope of the
damage, on-site repairs were
not feasible.
The owners of the vessel were
informed that a new, replacement crankshaft for the
6UCE 52/160 L engine would
have been approximately 12
months.
Fortunately, the only location in
the World that could undertake
a repair solution on this scale
and within the acceptable timeframe was located at MAN
B&W Diesels Service Center
Werk Hamburg, relatively close
to the vessel.
The operation started with the
removal of the crankshaft in
Piraeus. This was followed by a
four-day, overland journey to
the service centre. The crankshaft was loaded on to a special
45-ton heavy-duty truck. The
load, measuring some eight
meters long and two and a half
meters wide required special attention while en-route, hence
the duration of four days.
In Hamburg, meanwhile, the
necessary preparations for
shrink-fitting the thrust bearing shaft section, weighing 7
tons, were made. These included preparation of heatingtreatment, receiving the original drawings and components
to be exchanged from MHI as
well as preparation of own hydraulic presses.

The crankshaft arrived in the

Werk on December 21, 2005. The
first task was to separate crankweb No. 1 from the shaftsection.
The release of the shrink-fit of
the flanged shaft section was
performed in about an hour by
heating the web and cooling
the bearing journal. In order to
prevent damage, the cooling
down period of the heated
shaft section took place over a
period of four days, between
December 23 and 26.
It was decided at an early stage
in the project to obtain a new
drive wheel and oversize thrust
bearing shaft section from the
original engine builder. These
were sent from Japan by air and
arrived on December 30.
Due to the diameter of the
crank webs, the centres of special crankshaft lathe had to be
raised in order to perform the
finish-machining the adaptation of the lathe occurred while
waiting for the new shaft
section.

Pre-machining of the new

flanged shaft section was performed during January 2 to 5 by
the staff at the MAN B&W
Diesel Service Center Werk
Hamburg.

As planned, the crankshaft,

which is also covered by an acceptance certificate issued by
the classification society, was
despatch to the owners on
January 26.

Machining of the shrink-fit

bore in the aft-end crankweb
between January 5 to 9 (in
German engineering terms, this
is known as crankweb No. 1).

The project would not have been

possible without the specialist
knowledge, skills and creativity
shown by the staff at the Service
Center Werk Hamburg. The end
result of the repair being a vessel returning to service in the
fastest time possible.

Preparations for the shrink-fit

operations started on January
10. Great care was taken when
positioning the new crankshaft
piece (see Fig. 2) as the alignment of the new shaft had to be
perfect.
Shrink-fitting of the new
flanged shaft occurred January
11. Finish-machining operations
were conducted during January
12 to 18.
A floor-type boring and milling
machine finished the flange
bores and keyway between
January 19 to 23. The drive
wheel
was mounted on
January 24 to 25.

Mr Detlev Stobbe, Mechanical

Engineer for Heavy Machining
Operations and Crankshafts at
the Service Center Werk
Hamburg, Our know-how on
crankshafts and the required
machinery to perform operations on such a large scale,
together with large amount of
patience, means we are able to
execute such jobs to the complete satisfaction of our
customers.

Executive statement:
Dr. Tilmann Greiner, Senior
Vice President Service Center
Werk Hamburg, stated upon
successful completion of the
project, I am very happy to
help customers, especially in
such
unusual
cases.
Compared to alternative
solutions, the repair solution
undertaken by the staff at
Service Center Werk Hamburg
allows vessels to be returned
to operational service many
months earlier.

DIESELFACTS

New K80ME-C and S80ME-C engines

Looking to the Future
With the order books full for
quite some time in all major
yards, the time has come to
prepare for the future. Hence
a comprehensive updating of
our 80-bore programme has
now been introduced. The new
K80 and S80 engines will be
available in both electronic and
mechanical versions (MC-C
and ME-C types).
The new S80ME-C engines have
been designed for customers
who operate VLCC and very
large bulk carriers with a limited
need for speed, while the new
K80ME-C fulfils the requirements of medium and large
TEU-rated container vessels.
The new versions have a higher
output/lower weight ratio per
kW of generated power. This
increase of performance has
been possible due to new design
features.
New main design features:
OROS combustion chamber
Improved piston ring pack
configuration
360 degree thrust bearing
Triangular guide plane design
Twin stay bolts
Alpha Lubricators
White metal thin shell
bearings
W-seat
COL lubrication of stem seal
New bedplate design
The new engines join a highly
successful range of ME engines.
To date, over 200 ME engines,
covering all engine sizes, have
been delivered or are on order.
The main features of the ME
engine range include an electronic Engine Control System
(ECS) which precisely calculates
and optimises timing for fuel
injection and exhaust valve actuation. The fully redundant
electronic system controls start
and reversing sequences, in
addition to operating an electronic governor function.

Slide fuel valve

W-seat

- Less deposits
- Improved combustion
process
- Emissions reduced
- Less visible smoke

- Increased TBOs for

valve seat
- Reduced number of
grindings
- Fewer dent marks

Improved piston ring

pack configuration

OROS combustion
chamber

- High topland crown

- Increased height of
first piston ring
- Copper band on
piston skirt

- Reduced surface
temperatures
- Elimination of
piston top coating
- Less piston top stress

The requirements of the new

engines have led to the need for
a new design of bedplate which
accommodates an improved
thrust bearing design and triangular type frame box. The
improved power to weight ratio
has been achieved without
compromising the reliability
which has made the MC and
MC-C engines the choice for
owners across the World.
As an integral part of the new
K/S80ME-C engine design, the
cylinder iframe design has also
been refined to optimise the
balance between material
strength and weight. Additional improvements include an
improved design of exhaust
valve removing the ducts used
for cooling has resulted in a
simplified design which also
retains more heat.

Triangular frame box

- Increased strength
- Better glideshoe
sliding surface
- Reduced welding
costs

The existing engine programme, with both mechanical

and electronic control, will still
be valid in parallel with the new
engine designs.

360o thrust bearing

The power and speed figures for the uprated engines

Improved bedplate
design
- Better access for
inspections and
maintenance
- Twin stay bolts
- Reduced oilpan size

Power (kW/cyl.):
Speed (r/min):
SFOC (g/kWh):
Stroke (mm):
Bore (mm):
MEP (bar):
Pmax (bar):
Piston speed (m/s):
Lube oil consumption:
Guiding cyl. oil feed rate:

6-9S80ME-C

6-12K80ME-C

4510
78
167
3450
800
20
160
9

4530
104
171
2600
800
20
160
9

6-9 kg/cyl / 24 h
0.7 g/kWh

DIESEL

In the very heart of Asian service culture

Service Center Singapore setting the highest standards of service
At MAN B&W Diesels Service
Center Singapore, 150 men and
women fulfil a similar promise
as the world-famous Singapore
Girl, the icon of Singapores
national airline a symbol that
signifies the highest degree of
service to a customer.
Service Center Singapore aims to
give all customers the highest
possible level of support whenever and wherever needed.
Mr Felix Leggewie, Managing
Director of MAN B&W Diesel
(Singapore) Pte. Ltd., takes utmost pride in the continuing
growth in size and responsibilities of Service Center Singapore:
The fact that our status has just
been changed to become the
Regional Center South East Asia
for MAN B&W Diesel, reflects and
honours the efforts put in by all
our employees over the previous
three decades of our presence in
the region. We have now to
maintain the challenging
promise behind our new status,
both towards our customers
and towards our shareholders.
The Service Center was founded
in 1977 and is located in the Tuas
area of Singapores South Western tip, at the heart of the vibrant
centre of the islands marine
industry. The Service Center is
surrounded by famous shipyards
like Sembawang, Keppel, Jurong
and Pan United.
Today, Service Center Singapore
activities reach out to Sri Lanka
in the West, Nepal in the North,
the Pacific island of Saipan in the
East and Indonesia in the South.

strategic choice for a wide range

of activities. What Raffles
founded nearly two hundred
years ago, has, today, developed
into South East Asias top logistic
hub.
Every day of the year, some 400
ships visit Singapore the
majority of which run MAN
B&W Diesel engines. However,
this does not mean that we just
have to wait for the customers to
come to us. Competition to provide every service imaginable is
extremely strong.
So, we have to act proactively
and make the difference. Not in
price. You cannot be both a
quality and a price leader at the
same time. At the core of MAN
B&W Diesels new MAN B&W PrimeServ concept is the philosophy of providing a First Class
Service. This requires, by its very
nature, huge investment on our
side. This investment in personnel, facilities and support functions such as warehousing, will
provide long-term benefits for all
of our customers. Our aim is to
ensure trouble-free operation of
customers engines, thus enabling them to satisfy their own
clients.
Knowing what customers are
looking for is the key to offering
the right service at the right time.
Mr Leggewie approaches these
issues from a strong foundation
and a clear line of thought,
Finding out what customers are
looking for is very simple, but
not without difficulties too. You
have to adopt your customers
thinking. The majority of our

Engineers and Service Managers

started their professional careers
as customers of MAN B&W
Diesel. For example, some were
Chief Engineers or Superintendents
working for vessel owners or
operators and can, therefore, see
issues from the other side.
Our partners in the day-to-day
business are made up of this
same group of professionals. We
speak their language, we know
about the commercial pressures
they have to carry and we do
everything to help them in fulfilling the expectations put on
them.
As a former Fleet Manager, I
very much sympathise with
their position. Therefore, it is
important for me to remember,
and to remind colleagues, that if
you forget about your roots, if
you loose your ability to think in
your customers terms, this is
where problems can start.
In describing the developments
over the last five years at Service
Center Singapore, Mr Leggewie
is happy to point out that, In
early 2001 we had some 90
employees and we basically concentrated on technical service,
spare part sales and reconditioning
of engine key parts. In contrast,
today we employ 150 staff and
have just become a regional center an impressive achievement
in such a competitive arena.
As we increased our service
activities in line with the Worlds
ever-growing commercial fleet,
we, in parallel, extended our
activities to include new engine

The Service Centers 8,600square metre compound houses

all the services and plant required to undertake large-scale,
comprehensive tasks. As seen in
the photograph, the large machining and assembly shops
provide the basis for numerous
and various types of activities.

sales for high and medium speed

engines, for both marine and industrial applications from
248 kW up to 10,000 kW.
Today we can even offer complete, turnkey solutions for
small power plants in the 30 MW
range.
We are also engaged in longterm maintenance contracts,
perform power plant conversion
and rehabilitation projects and
recently entered, with success,
the local key Offshore market.
This latest venture was done in
close cooperation with MAN
B&W Diesels International
Offshore Group (IOG). The first
major contract for this type of
work was concluded during 2005,
for 12 x MAN B&W Diesel
9L27/38 engines for Swire
Pacific Offshore.

The comprehensively stocked

warehouse and office facilities
provide the highest standard of
support, enabling technicians to
quickly and expertly assess and
fulfil the needs of a wide range of
customer wishes.
Mr Leggewie, when asked what
makes Service Center Singapore
the choice of the many customers placing orders with Service
Center Singapore, responded
with conviction, First of all, we
are sited in an excellent location.
Like Sir Stamford Raffles, the
founder of modern Singapore, we
find that the pivotal location
makes Singapore a fantastic

Singapore container terminal. One of the Worlds leading transportation hubs

As Mr Leggewie says when asked

what he sees as the main challenges for this business area in
the future, Well, for sure, we are
not living in boring times.

Felix Leggewie, Managing Director MAN B&W Diesel (Singapore) Pte. Ltd.

Today, faster than ever, business

changes all the time. This
presents many challenges and
opportunities. Let us start with
the internal ones. The MAN
group of companies, like other
major players in the worlds

markets, is currently undergoing

a necessary modernisation
exercise in order to increase
attractiveness for investors and
existing shareholders.
MAN B&W Diesel is part of
this transformation process
too. A new board, new logo,
strong company values, higher
commercial targets and, of
course, our new MAN B&W
PrimeServ concept.
The adoption of this concept as
quick as possible is one of the
key strategic issues for overall
improvement and making our
Service business grow. Service
has moved into the very centre
of MAN B&W Diesels planning
the future.
There are notable milestones
on the way to creating the service
label, MAN B&W - PrimeServ.
Increasing our performance and
competitiveness are at the top
of our list of goals on the way
to fulfilling some of the objectives inherent in the MAN B&W
- PrimeServ concept.
In order to further increase
the organisations performance
and competitiveness, means
improving our internal process
efficiency, introducing a
Customer
Relationship

LFACTS

Service Center Singapore main office complex and workshop facility

line with our new values; to be

open, dynamic, reliable and
innovative.

By Courtesy of the PSA CORPORATION LIMITED

Management CRM tool, more

new products and services like
on-line diagnosis and maintenance, the introduction of a new
industrial education standard
and qualification the International Service Technician, further
increasing of our local presence
by investing in existing service
hubs and setting up new ones.
We want to really transform our
existing Service organisation
into a globally-linked and
customer-orientated worldwide
service network under the MAN
B&W - PrimeServ brand label.
Thus we will differentiate from
our competitors.
They, too, are not sleeping, and
competition does not come only
from other OEMs. Spare part
pirates are an increasing threat
to both engine reliability and
crew safety.
We will have to watch the
markets very carefully and
keep our customers informed
about the operational threats
associated in dealing with nonqualified suppliers of parts and
services.
Perhaps, the biggest challenge
for large organisations occurs
when they have a certain, and

sometimes dangerous, tendency

to concentrate on internal matters and to forget about the
customer and his needs.
We have to be aware and
constantly adjust ourselves to
the requirements of this business world, the requirements of
our customers must have first
priority.

Constant innovation and improvement are obvious goals, but

what does it mean to be innovative and in what areas of the
operation is this most apparent
to customers of Service Center
Singapore?
Mr Leggewie: Our customers
are faced with many tough challenges. Tight logistic supply
chains requirements, increasing
environmental legislation and
other related factors simply
require a safe and absolutely
reliable operation of their
engines.
The resulting commercial
pressures, as well as rising pub-

lic interest in greener energy

production, is our chance and
obligation too for creating innovative products.
While our home organisation
develops new hardware like
the electronically-controlled
ME engine, with its choice of
operating modes, including an
environmentally-friendly lowNOx mode, we, as a service centre, look into a safer and more
reliable operation of existing
power plants.
In developing the worldwide
MAN B&W - PrimeServ network
we are moving away from the old
solve-problem-only service
definition. The goal is to arrive at
an innovative and cost-saving
prevent-problem attitude. This,
for example, could be done by

applying the latest on-line diagnosis and maintenance tools.

Other steps we are currently
entering into, depending on the
individual customers philosophy, include new, strategic alliances with different levels of
engagement in our clients daily
operations.
This starts with periodical,
regular check-ups, service
agreements and leads on to full
Operation and Maintenance
contracts.
In commercial, technical and
organisational terms, this is
some kind of new and challenging
territory for us and our clients.
But a safe win-win situation for
both.

In the end, it is the customer

who keeps us alive.
Given the emphasis on the customer, is it possible to describe a
normal customer profile?
Our customer range, as Mr
Leggewie points out, Starts
from the small, independent
Indonesian fisherman or single
ferryboat owner and ends with
the biggest names in shipping. In
addition to vessels of all sizes,
small and big yards, IPPs and government authorities also rank
among our valued clients.
Everybody who operates MAN
B&W Diesel engines, for whatever purpose, is our normal
customer.
There is no specific profile. The
secret of success is to adjust
yourself to the actual needs of
the individual profile. This is in

Inside one of the main workshops

10

DIESELFACTS

Extending lifetimes for Trans-Pacific vessels

Three new 8L27/38 Holeby GenSets for Matson re-engineering project
Matson Navigation Company, a
leader in Pacific shipping since
1882, continually looks for
ways to upgrade its fleet, providing customers with a modern and efficient service. Most
recently, the company purchased four new ships with
MAN B&W Diesel engines from
Kvaerner Philadelphia Shipyard. In 1996, the company also
took delivery of three, bridgeforward 2824 TEU container
vessels, M/V Mahimahi,
Manoa and Mokihana. After
retrofitting a new Holeby
8L27/38 GenSet on each vessel
and replacing the turbochargers
on the remaining two engines,
these 30167 dwt workhorses
can still provide a fruitful role
for many years into the future.
During 2004/5, the Oaklandbased carrier undertook a feasibility study to gauge the benefits
brought about by installing the
latest generation of power plants.
In consultation with colleagues
throughout the MAN B&W Diesel Group, project leaders in Holeby and Augsberg, together with
staff from the owner, concluded
that by replacing all the out-ofdate turbochargers and GenSets
onboard each of the vessels, the
necessary performance requirement could be obtained at an economical level.
The initial findings of the study
led to a two-phase installation;
the first phase entailed changing
the turbochargers on two engines within each vessel while a
second, later stage, included replacing an entire GenSet in each
vessel.
This two-stage approach to the
project allowed each project
team to maximise their
resources while, at the same time,

C9 Class Vessels:
Length:
Speed:
Deadweight:
TEUs:

262 m
23.0 knots
30,167 t
2,824

to detail and that the end result

is in line with our design expectations.
We expect, above all, that the
project will provide the satisfactory performance that meets our
design criteria. In the case of the
turbocharger refit, the end results have far exceeded out expectations. The generator on the
M/V Mahimahi, on which the
first turbocharger was installed,
has been operating almost continually since the installation in
April 2005.
M/V Mokihana, one of the three vessels covered by the project. These vessels will also undergo a redesign of
the cargo loading method. A rear loading ramp and garaging facility will be added as part of the redesign

reducing the impact

in-service downtime.

on

Matsons project leader, Mr

Ramani Srinivasan, Technical
Director Matson Navigation
Company, is responsible for all
engineering aspects. In these
projects, he is assisted by two of
Matsons
Superintendent
Engineers, Gene Mapa (Senior
Port Engineer) and Dan Moylan
(Port Engineer).
Mr Srinivasan gives view to the
background and scope for the
work on the three vessels, The C9
Class Vessels were built at
Avondale shipyards in 1982. The
existing generators on the vessels have proved to be very
unreliable over the years and
have been a major drain on man-

power and financial resources. In

2003, during the strategic plan
meetings, we committed to
study and implement a programme to address the operational efficiency of these vessels.
There are several weak links on
the existing generators such as
the control system, turbocharger,
cams and camshafts, etc. Our
master plan was to address to the
best of our ability all the deficiencies and replace one generator in
its entirety.

ment GenSet that would be a

suitable. After detailed and
lengthy discussions with Sren
Rasmussen (MAN B&W Diesel
Holeby) and Ralf Kaetscher
(MAN B&W Diesel Augsberg), we

The role of MAN B&W Diesel in

the project required that we were
kept up-to-date on all aspects of
the project throughout the entire process. There was an open
line of communication throughout the entire organisation
from conceptual design to the
detailed engineering to the
project execution. This was essential as we also engaged a structural design firm to detail the
structural issues for the installa-

The extent of the project was

first discussed when we made
contact with MAN B&W Diesel
Holeby and MAN B&W Diesel in
Augsberg around May/June
2004. This meeting discussed
potential upgrades to the turbochargers and finding a replace-

MAN B&W Diesel L27/38 Holeby GenSet

selected the proper sizing and

specification for the new engine
and the replacement turbochargers.
At the beginning of 2006, we
have, so far, replaced two turbochargers and four more are
planned for replacement by midyear. The three new GenSets from
Holeby are also on order and the
first replacement GenSet is
planned for later this year.

Ramani Srinivasan (seated centre), Technical Director for Matson, Gene Mapa (second from right),
Dan Moylan (sixth from right) and members of the Matson Engineering Department

On commenting on what he sees

as the major challenges for the
project, Mr Srinivasan points to
an issue that concerns every owner: The major challenges to the
project, as with all engineering
projects, is the required attention

tion of the new MAN B&W Diesel

GenSet.
We choose MAN B&W Diesel
as I personally have operating experience with many MAN
B&W Diesel engine types both
slow speed and GenSets. Our
new vessels are all equipped with
MAN B&W Diesel slow speed
propulsion engines. We have extensive and close contacts with
many engineers in the
Copenhagen office and we have
cultivated very strong ties and
business relations.
Besides all of the above, the
design and reliability of the MAN
B&W Diesel engines speak volumes for themselves.

11

DIESELFACTS

Launch of MAN B&W PrimeServ

One global high quality after-sales network
The MAN B&W Diesel Group is
bringing all of its worldwide after-sales services under the
brand name MAN B&W
PrimeServ. With MAN B&W
PrimeServ, MAN B&W Diesel is
making a clear statement
about its focus on service giving customers fast, reliable and
high quality service.
As a key part of the business,
MAN B&W Diesel is giving even
more attention to customers
after-sales needs. Plans are
already in place to expand a
broad range of service activities
in the immediate future and
over the next few years. Seven
new MAN B&W PrimeServ
branches will be opening during 2006 in Houston, Dubai,
Cuba, Guangzhou, Dalian,
Mumbai and Los Angeles.
In 2005, the entire after-sales
business was placed in the

capable hands of Dr. Stephan

Timmermann, a Member of the
Executive Board.

engine monitoring technology

including a global satellite
communication infrastrucure.

Dr. Timmermann: I consider

that the new services in MAN
B&W Diesels portfolio are essential for the continuing
growth of the Company. Alongside engine products and our
licensing business, after-sales
service is a core activity and
supporting pillar of the MAN
B&W Diesel Group.

The extensive network of service

centres are staffed by highly

The objective of the worldwide

MAN B&W PrimeServ aftersales network is to engage even
more actively with customers
in order to offer them even
better service.

trained specialists and enable

MAN B&W Diesel to offer its
customers an international,
around-the-clock service. The
six new service centres will, together with the existing service

centres, be working with the

newly established training
course for International Service
Engineers to help lead the international service business
into the future.

Seven new centres

Dalian
Los Angeles
Guangzhou
Houston
Dubai
Cuba
Mumbai

One feature of the innovative

MAN B&W PrimeServ portfolio
is the Online Service. This, real
time, information data logging
facility uses cutting-edge

Chinese Diesel-Electric Power

Natural gas research vessel confidence in the L27/38 GenSets
MAN B&W Diesel A/S,
Denmark, has secured a new
interesting contract for the
supply of four GenSets for a
diesel-electric Natural Gas
Hydrate Integrate Research
Vessel newbuilding in China.

The GenSets are scheduled for

delivery during November
2006. Upon completion by the
shipyard during 2007, the vessel will be taken over by the
owner and operator, GuangZhou Marine Geological Survey.

The vessel, which will be built

by Wuchang Shipyard, Wuhan
(China), is to be powered by
three MAN B&W Diesel main
Holeby 6L27/38 four-stroke
GenSets. A fourth engine, an
MAN B&W Diesel Holeby
9L16/24 GenSet, will be used as
harbour/auxiliary unit.

The newbuilding, which is

designed by the renowned
MARIC Design Institute,
Shanghai, is optimised for comprehensive marine survey and
natural gas research operations.

China, reports: A vital reason

for the contract being successfully settled was due to the
buyers [shipyard and owner]
confidence in the performance
of MAN B&W Diesel products,
in addition to excellent technical support and efficient aftersales service.
The twin-screw diesel-electric
propulsion and drive system is
based on a low voltage Siemens
package powering a pair of
Schottel thruster propellers.

GenSet Sales Manager, Mr. Zhou

Ming Li, MAN B&W Diesel,

Auxiliary/harbour GenSet:
9L16/24

Modular, end-box design of the L27/38 results in quick and easy

access for inspection and maintenance routines

Main GenSet:
6L27/38

Main GenSet:
6L27/38

Main GenSet:
6L27/38

Example power production layout, utilising three primary 6L27/38 GenSets and one auxiliary 9L16/24 GenSet

Principal particulars
Length oa.:
Length pp.:
Breadth:
Depth:
Draught:
Est. speed:
Endurance:

106 m
96 m
17.4 m
8.3 m
5.5 m
17 knots
15,000 Nm (unrestricted service)

GenSets:
Output:
Aux. GenSet:
Output:

3 x MAN B&W Diesel type 6L27/38

3 x 1980 kW = 5,940 kW
1 x MAN B&W Diesel type 9L16/24
810 kW

12

DIESELFACTS

Matching ambient temperatures

Ensuring correct engine matching across temperature extremes
Although temperatures vary
greatly throughout the World
various engine design precautions may enable engines to
operate in unrestrictive service.
Ambient temperature influence on engine design layout
for standard ambient air temperature matched engines is
based on the International
Standards Organisations (ISO)
ambient reference conditions,
as shown in Table 1.
Engines must be able to operate in unrestricted service, i.e.
up to 100% of the Specified
Maximum Continuous Rating
(SMCR), under the special
maximum ambient temperature conditions required by the

ship (normally referred to as

Tropical ambient reference
conditions). The International
Association of Classification
Societies (IACS), Rule M28, requirements for this are shown
in Table 2.

Turbocharger air
intake temperature

Up to 100% SMCR
running is not allowed

45

When applying the central

cooling water system, the corresponding, central cooling
water/scavenge air coolant
temperature is 4oC higher than
the seawater system temperature, i.e. 36oC.

30
Standard
basis 25

MAN B&W Diesel engines

matched according to above
rules are able to operate continuously up to 100% SMCR in the
air temperature range between
-10 to 45oC.

10
5
0

-10
Up to 100% SMCR running
only allowed when low ambient
temperature exhaust gas
bypass is installed

-20
-25

1000 mbar
45oC
32oC
60%

46

Scavenge air
temperature limit

Scavenge air
temperature limit

Max. 55 C

Special
high temperature
matched engine

Standard
ISO temperature
matched engine

Maximum
scavenge air
temperature
at 100% SMCR

Maximum
scavenge air
temperature
at 100% SMCR

40

36
34

Standard 32 C

32
30

Standard
tropical
scavenge air
coolant
temperature

Max. 48 C

26
24

High tropical
scavenge air
coolant
temperature

Max. 40 C

High tropical
seawater
temperature

Max. 36 C

Standard tropical
seawater
temperature
High scavenge
air coolant
temperature

28
Standard
basis 25 C

ISO based
scavenge air
coolant
temperature

ISO based
design
layout

Max. 29 C

ISO
design
layout

22

Up to 100% SMCR
running is not allowed
(scavenge air)

Normal min.
winter
temperature

Possible low ambient

air temperature
exhaust gas bypass for
operation on extreme
cold winter conditions

Lowest
winter
temperature

Low ambient air

temperature exhaust
gas bypass will be
needed below min.
temperature

Fig.1: Principles for standard and special high ambient air temperature matched engine

42

Standard 36 C

Special
basis

-40

44

38

Min.
-10 C

-15

Temperature oC

48

Min.

-5

-35

Standard 48 C

ISO
design
layout

ISO based
design
layout

For engine loads

higher than 30% SMCR
a low scavenge air
coolant temperature
is recommended
(Giving low SFOC and
low scav. air press.)

15

IACS M28 (1978)

Barometric pressure:
Air temperature:
Seawater temperature:
Relative air humidity:

50

ISO
25 C

Special
design
temperature

20

Up to 100% SMCR
running is allowed

-30

52

Normal
tropical
temperature

35

Table 2. Tropical ambient reference conditions

54

Max.
45 C

Special
tropical
temperature

40

ISO 3046-1:2002(E) and ISO 15550:2002(E):

Barometric pressure:
1000 mbar
Turbocharger air intake temperature: 25oC
Charge air coolant temperature:
25oC
Relative air humidity:
30%

Standard 55 C

Max.

50

Table 1: ISO ambient reference conditions

56

Standard
ISO temperature
matched engine

55

Special
High temperature
matched engine

Up to 100% SMCR
running is allowed
(scavenge air)

Up to 100% SMCR
running is allowed
(scavenge air coolant/
central cooling water)

Up to 100% SMCR
running is allowed
(seawater)

Fig.2: Principles for layout of scavenge air cooler for standard and special high scavenge air coolant
temperature (illustrated for a central cooling water system using a standard air cooler design)

In recent years, some owners/

shipyards have required unrestricted service on special maximum ambient temperatures
higher than the tropical ambient temperatures specified by
IACS Rule M28. Operation in arctic areas with extreme low air
temperatures have also sometimes been required by owners/
shipyards. In such cases, the
main engine has to be specially
matched, as described below.
High tropical air temperature
matched engine
As a rule, higher turbocharger
air intake temperatures may
result in lower scavenge air
pressures, and vice versa.
For example, the scavenge air
pressure will be too low with an
increase of just 5oC in the tropical air temperature from the
standard 45oC to 50oC. However,
this pressure reduction can be
compensated by specifying a correspondingly higher (turbocharger) scavenge air pressure at
ISO ambient reference conditions. This means that the engine
has to be matched for the
25+5=30oC turbocharger air intake temperature, instead of being matched for the ISO-based air
temperature of 25oC. The original
ISO-based heat load conditions
will then, approximately, be obtained for this higher design air
temperature. The principles for

standard and special high ambient air temperature matched engine are shown in Fig. 1.
Low air temperature matched
engine
At the other end of the air
temperature range, the same
increase of 5oC in the design
air intake temperature will
result in a too high scavenge
air pressure when operating
at -10 oC. Operation below
-10+5=-5oC will then only be
possible when installing a
variable exhaust gas bypass
valve system for low air
temperatures.
Ensuring good combustion
chamber conditions
For high tropical seawater/
scavenge air coolant temperature-matched engines, an increase of the scavenge air coolant
temperature will involve a similar increase of the scavenging air
temperature. This has a negative
impact on the combustion chamber temperatures. Therefore an
alarm set point of 55oC is applied
for protection of the engine on
all marine applications.
The standard marine scavenge
air cooler is specified with a maximum 12oC temperature difference between cooling water
inlet to scavenge air outlet at
100% SMCR. This gives a maximum scavenge air temperature

13

DIESELFACTS

of 36+12=48oC for the scavenge

air cooler layout and, accordingly, a margin of 7oC to the scavenge air temperature alarm
limit of 55oC.
A temperature difference of
8oC is considered to be the lowest possible temperature difference to be used for a realistic
specification of a scavenge air
cooler. Accordingly, the
48-8=40oC is the maximum acceptable scavenge air coolant
temperature for a central cooling water system, see the principles for layout of the scavenge
air cooler in Fig. 2.
The demand of an increased
tropical scavenge air coolant
(central cooling water) temperature of up to 40oC can be
compensated by a reduced
temperature difference over
the scavenge air cooler. This
can be obtained by an increased water flow and/or a
larger scavenge air cooler.
Design recommendations
When a ship is operating in arctic conditions (with low turbocharger air intake temperatures)
the density of the air will be too
high. As a result, the scavenge
air pressure, the compression
pressure and maximum firing
pressure will be too high.

In order to prevent excessive

pressures under such conditions, and if no engine design
precautions have been taken,
the turbocharger air inlet temperature should be kept higher
than the ambient air temperature. This can be done by preheating. Furthermore, the
scavenge air coolant temperature should be kept as low as
possible. This reduces the
scavenge air pressure. The inservice engine power should
also be reduced.

Air intake casing

Exhaust gas bypass
Exhaust gas
receiver
B

Turbine

Some engine design precautions have to be taken for inlet

air temperatures below -10oC.

Turbocharger

C1+2

D1

Scavenge
air receiver

With a standard load dependent

exhaust gas bypass system, as
shown in Fig. 3, part of the
exhaust gas bypasses the turbocharger turbine, giving less
energy to the compressor. This
reduces the air supply and scavenge air pressure to the engine.

Scavenge
air cooler

Diesel engine

Exhaust gas bypass valve

Controlled by the scavenge air pressure

C1+2 Control device

Ensures that the load dependent scavenge air pressure
does not exceed the corresponding ISO based pressure

The load dependent bypass control can be incorporated in the

electronically controlled ME engines Engine Control System
(ECS) as an add-on meaning that
the shaft torque measurement is
not needed for ME engines.

D
D1
D2

Required electric measuring device

Scavenge air pressure
Engine speed and engine load

Fig. 3: Standard load dependent low ambient temperature exhaust gas for bypass system

The exhaust gas bypass system

ensures that when the engine is

kg/h
6S60MC-C/ME-C
SMCR = 13,560 kW at 105 r/min

Total steam
production,
with exhaust
gas bypass

Air intake temperature: 0 C

2,000
Surplus steam
Total steam
production,
without bypass
1,500
Steam
consumption
Extra steam
needed
1,000

running at part load at low ambient air temperatures, the load

dependent scavenge air pressure is close to the corresponding pressure on the scavenge air
pressure curve which is valid for
ISO ambient conditions. When
the scavenge air pressure exceeds the read-in ISO-based
scavenge air pressure curve, the
bypass valve will open proportionally and, irrespective of the
ambient conditions, will ensure
that the engine is not overloaded. At the same time, it will keep
the exhaust gas temperature
relatively high.

ever, in Wintertime it may be

different as the scavenge air
pressure is controlled by the
bypass valve.

During normal operation at low

ambient temperatures, the exhaust gas temperature after the
turbochargers will decrease by
about 1.6oC for each 1.0oC reduction of the intake air temperature.

The calculations have been

made for a 6S60MC-C/ME-C
engine equipped with a highefficiency turbocharger, i.e.
having an exhaust gas temperature of 245oC at SMCR and ISO
ambient conditions.

The load-dependent exhaust

gas bypass system ensures that
the exhaust gas temperature
after the turbochargers will
only fall by about 0.3 o C per
1.0oC drop in the intake air temperature, thus enabling the exhaust gas boiler to produce
more steam under cold ambient temperature conditions.

500

0
40

50

60

70

80

Compressor

D2

Steam production
2,500

Exhaust gas system

90

100%

SMCR

Engine shaft power

Fig. 4: Expected steam production and consumtion for an exhaust gas boiler (in a bulk carrier or tanker) at
Winter ambient conditions with and without a load-dependent low air temperature exhaust gas bypass system

Irrespective of whether a bypass system is installed or not,

the exhaust gas boiler steam
production at ISO ambient conditions will be the same. How-

As an example, Fig. 4 shows the

influence of the load-dependent exhaust gas bypass system
on the steam production when
the engine is operated during
Winter, with an ambient air
temperature of 0oC and a scavenge air cooling water temperature of 10oC. As Fig. 4 shows,
only a system with an exhaust
bypass can fulfil the requirement for steam.

Conclusion
When fitted with a bypass,
these engines will normally be
able to operate worldwide in
unrestricted service without
any precautions being taken.
Even if the ship has to operate
in extremely hot or cold areas,
the MAN B&W Diesel engines
can, as this article illustrates,
also operate under such conditions without any problems as
long as some simple precautions have been taken.

14

DIESELFACTS

International Service Engineer training

New qualification for After-Sales Engineers
MAN B&W Diesels After-Sales
department is launching a new
training programme for people wishing to become an
International Service Engineer
as integral part of their qualification. This formal programme
is designed to recognise and
give this skill set a career profile of its own.
Dr. Stephan Timmermann,
Executive Board Member
responsible for Service and
Turbochargers, is bringing this
initative under the new brand
label of MAN B&W PrimServ.
The training programme will
reflect our companys strategy
to offer our customer the
Worlds best service for their
diesel engines via MAN B&W
PrimeServ. Our competitive
edge has to be based on our service engineers vast experience
and must be effectively
achieved through young, highly motivated and specialised

Dr. Timmermann

junior staff. It is our target to

win our customers long-term
loyalty through the professionalism of our performance. With
internationalisation, and by focussing one part of our training
programme on aftersales service, we not only encourage

young employees, but also

ensure knowledge transfer,
explains Dr. Timmermann.

once they have taken their

skilled workers final examination.

The first step the training

programme is based around
the traditional apprenticeship.
For example, at MAN B&W
Diesels Augsberg training center in mechatronics, once participants have completed the
basic education phase of their
apprenticeship, MAN B&W
Diesel offers trainees who show
particular aptitude the first
step on the International
Service Engineer career path.
The advanced part of their apprenticeship is then extended
to include extra tuition in cultures, languages, customer orientation and presentation
techniques. In addition, they
are sent abroad for several
weeks to gain further insight
and experiences of other cultures. The final decision about
their future career path is made

The second step is spread over

four years, the completion of
which is shown by the issuing a
certificate corresponding to the
German Meister (master
craftsman). During their first
year, future International
Service Engineers work in the
Augsburg plant, where they
gather in-depth experience in
engine operation. They then
spend a year working in one of
MAN B&W Diesels service centers, which could be anywhere
around the world, and are expected to get involved in as
many different tasks as possible. After that, they return to
Augsburg for a further year,
where they will spend time in
the aftersales service and electronics development departments, as well as placements as
a trainer and in the service

centre in Hamburg. Here, the

participants focus on developing their skills and on applied
customer orientation. The
fourth year of the advanced
training programme is spent in
another of the companys overseas service centers. Only once
they have completed all these
steps do candidates receive
their qualification.
The young trainees will be supervised by experienced service
engineers, who already meet all
the requirements of the new
qualification. The first intake of
trainees for the International
Service Engineer programme
are currently in their third year
as mechatronics apprentices,
and will embark on the new
programme this Spring. Five
trainee places in this discipline
will be available for new trainees who will be recruited in the
autumn of 2006.

First in-service engine over 100,000 bhp

The Worlds most powerful two-stroke engine in operational service
The first diesel engine with
more than 100,000 bhp has
gone into service on February
22 2006. MAN B&W Diesel
licensee Hyundai Heavy
Industries in Korea has built
the 12K98MC with 101,640 bhp.
The engine is installed in the
first of a series of container
ships with a capacity over
9,000 teu that are being built
for Greek owner Costamare. The
vessels will be chartered to
COSCON (COSCO Container
Lines) in China.

MAN B&W Diesel 12K98MC engine built by HHI with 101,640 BHP

Engine data:
Type: 12K98MC
Power: 101,640 bhp
(74,760 kW)
Speed: 97 r/min
MEP:
19.2 bar
Height: Approx. 16 m
Width: Approx. 11 m
Length: Approx. 25 m
Weight: Approx. 2,100 t

The 9000+ TEU container vessel owned by Costamare and chartered to COSCON

ANNOUNCEMENTS

15

Independent island power production

A Dominican Republics steel
plant has placed an order with
the power plant division of
MAN B&W Diesel for two
9L32/40 engines. These engines, with a total output of
9 MW, will generate electricity
for a hot steel rolling plant in
Santo Domingo, the capital of
the Dominican Republic.
The engines, to be built at MAN
B&W Diesels Augsburg plant,
are scheduled for delivery in
May. In addition to the GenSets,
which also include a generator
supplied by MAN B&W Diesel,
the order also specifies backup
systems, separators and pumps.

The expansion to the existing

power plant includes a new hall,
which will be built onto the side
of the existing building.
Due to the rising demand for
steel in the global market,
Industriales Nationales, C. por
A. (INCA), has decided to double
production by building another rolling mill.
INCA chose the 9L32/40 engines
due to the excellent load response profile of these engines
every 100 seconds, load demands rise from 3 to 9 MW when
rolling steel. The state-of-the-art
control systems permit the

precise and long-term control in

highly demanding conditions.
MAN B&W Diesel is already
strongly represented in the
Dominican Republic. In La
Vega, five MAN B&W Diesel
18V48/60 engines supply the
local inhabitants with their
power needs.
These five engine have a combined output of 90 MW. Further power plants fitted with
MAN B&W Diesel engines supply electricity to numerous
holiday resorts such as in La
Romana, with 9 MW, and in
Playa Bavaro, with 7 MW.

Bio fuel engines for German distillery

MAN B&W Diesel has been
awarded the contract to supply
two MANB&W Diesel 5L27/38
engines for a bio-fuel power
station in Eppingen-Richen,
Germany.
Otto Winkel, MAN B&W Diesel Senior Vice President, Diesel Service,
holding the certificate issued by Lloyds Register for the 6S60MC engine

Onboard EAPP certificate awarded

Lloyds Register has awarded
the first EIAPP certificate for a
vessel tested while at sea.
The test was done in good
weather conditions in Chinese
waters on board the Cemara.
A new EIAPP certificate was required due to a change of rating
while in service. The owner took
the vessel out of service in preparation for test and waited for
the appropriate sea conditions
to preceed with the test.
This series of tests are normally done on testbed where sea
conditions play no part and
other local shipping is absent.
Before the start, the issuing authority stated tests at sea like the
one undertaken is almost impossible to complete as the technical code insist that testbed conditions tolerances are in place.
The owners need to succeed
and experience of MAN B&W
Diesel personnel with similar
tests were crucial in obtaining
the correct conditions in which
the tests could begin.
The test was observed by MAN
B&W Diesel staff, ships crew,
MAN B&W Diesels Service
Center Shanghai staff, a Lloyds
surveyor, owner representatives, chinese shipyard staff
and other local chinese partners.

Lloyds Register keen interest

with this process was seen with
a view to applying the same
methodology to some 4-strokepowered cruise vessels which
still having to be proved
in-service in a similar way.
The need for more such tests at
sea due to issues such as
reeengining projects and life
time extensions all result in the
need for a valid Technical File.
The Special Projects Emission
Group (part of MAN B&W
Diesels Technical Service
Department) led this exciting
new project, opening-up new
opportunity for customers who
need the test, including EIAPP
certificate.
Essentially, five different elements are measured when
making the validation: NOx,
HC, O2, CO and CO2.
Engine performance data logging is done at four engine
loads: 25% (meaning that the
tolerance for this engine, a
6S60MC is about 60 kW !), 50%,
75% and 100%. A rating at 100%
was possible on this vessel as
the bulk carrier design permits
enough ballast to be taken.
As a result of the series of tests,
the final certification gave a
maximum allowable NOx of
16.5 g/KWh (limit = 17).

The engines electricity production will be about 12,000 MWh/

year and the installation is
scheduled to be completed in
Autumn 2006.

bio-mass fuels. Existing power

plant installations successfully
employ fuels such as recycled
animal and frying fat, and new
and recycled vegetable oils.
Today, bio-fuel engines from
MAN B&W Diesel are in commercial operation in five countries in Europe. In addition to

the 5L27/38 engines selected by

Wiessner, engine types currently in service include the L16/24,
L21/31 and L28/32H.
MAN B&W Diesel will provide the
5L27/38 engines, while Mann
Naturenergie GmbH (part of
Mann Energie, Germany) will configure additional plant units.

The engines will produce thermal energy for a dryer at the

Hans Wiessner distillery. The
dryer will provide heat for
drying waste sludge. The dried
product can, for example, be
used as a feed supplement.
The distillery is located in the
centre of the town and in order
to further reduce the impact on
the local environment, the
power plant will be fitted with
SCR and Oxi-catalyst equipment to clean the exhaust.
MAN B&W Diesel bio-fuel engines operate on a wide range of

The building containing the new engine will be sound-proofed with

special glass using a design similar to the one shown above

MAN B&W Diesel India

India is on everybodys mind
today when it come to business
opportunities. The marine
business in India is growing in
terms of new shipbuilding as
well as an increasing number
of ships calling Indian ports.
MBD India is supporting the
growth in the Indian maritime
trade by providing the shipbuilding market with worldclass products and service support. As an important post
within the MAN B&W
PrimeServ concept, MBD India
provides technical service and

original spare parts to new and

existing customers.
The internal management of
customers is of paramount importance to meet this new challenge and, therefore, MBD India
is merging all is marine activities into one entity.
As MAN B&W Diesel is continuously developing its product to
suit the developing market,
MBD Indias sales staff has been
increased to meet the market
demand. As part of the expansion, a new, intensive training

programme is underway in order to ensure customers receive

the latest and best information
available.
MAN B&W PrimeServ will provide fast and efficient support
to shipowners and shipyards
across India. The increasing
numbers of ships calling Indian
ports must be assured that
qualified staff is available when
needed.
MBD India can be contacted at:
info@manbw.co.in

DIESELFACTS

New OBC Vessels for China

Complete twin-screw medium speed propulsion packages for research vessels
10

MAN B&W Diesel has added

two new, interesting reference
plants to the four-stroke order
book. Complete twin-screw
medium speed propulsion
packages have been ordered
for a twin set of 65 m-long offshore research vessels.

SWL5T 2-12M

The vessels will each be specified and equipped for their very
specific operational tasks, i.e.
seismic sourcing and seismic
recording. The vessels are designated as an OBC Source Vessel
and an OBC Recorder Vessel,
respectively. The OBC abbreviation refers to Ocean Bottom
Cable and the actual seismic
exploration equipment applied.

SCM

View of vessels propulsion and cable plant layout

an absolutely decisive factor for

the customer to have a very
quiet ship, with minimal noise
emission and disturbance in
relation to the seismic exploration equipment.

The design consulting company

for this project is Dalian
Shipbuilding
Technology
Research Center Co. Ltd., located in Dalian, China. Both vessels
will be built by Liao Nan
Shipyard, also located in Dalian,
and the delivery of the first
vessel is scheduled for late
2006. Operator and owner is
BGP/CNPC (China National
Petroleum Corporation), who
bases its fleet in Tanggu,
Tianjin. The operation areas for
these two vessels are not limited to Chinese offshore waters,
but also include overseas exploration.

Propulsion Package

complete Alphatronic IIA

Propulsion Control and Safety
System includes a twin engine room control station.
Two FD1930 propeller nozzles
are also included within the
scope of supply.

The MAN B&W Diesel twinscrew Alpha Propulsion System

(type 6L23/30A-DVO) specified
for the newbuildings include:

Principal Particulars:
Length oa:
Length pp:
Breadth:
Depth:
Draught:
Crew:

65.0
58.4
13.8
5.1
3.5
45

m
m
m
m
m

Classification: China Classification Society (CCS)

Ice-class B notation *CSA 5/5 Ice Class B,
Research Ship *CSM, MCC

Main Engines:
Two MAN B&W Diesel
6L23/30A-D engines, resiliently seated with baseframe
and sandwich mountings.
Each engine develops 960 kW
at 900 r/min.
Reduction Gearboxes:
Two MAN B&W Diesel Alpha
AMG8 gearboxes (type
31VO8), with a speed reduction ratio of 900:292.

MAN B&W Diesels Four-stroke

Propulsion Sales Manager,
Mr Jorgen Vinde, explains:
Very low levels of vibration and
noise from propellers, engines
and propulsion systems are key
issues for these installations. A
very soft resilient seating
arrangement of baseframe and
sandwich mountings has been
applied for the dampening of
structure-borne vibrations by
up to 97%.

Propellers:
Two MAN B&W Diesel Alpha
VB560 four-bladed controllable pitch propellers. The
1,900 mm diameter CPP systems are complete with tail
shafts, intermediate shafts,
bearings and stern tube
equipment. Epoxy coated
tailshafts with bronze liners
are applied for water lubricated stern tubes.

The ducted propellers have

been specially designed and
shaped with high regard to obtaining low levels of cavitation
and noise emission. From an
underwater point of view, it is

Control System:
In addition to the twin main
bridge control station, the

MAN B&W Diesel 6L23/30A-D complete propulsion package

www.manbw.com
MAN B&W Diesel A/S

MAN B&W Diesel AG

MAN B&W Diesel Ltd.

Publisher

For further information

Teglholmsgade 41
DK-2450 Copenhagen SV
Denmark

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Germany

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United Kingdom

Peter D. Petersen
MAN B&W Diesel A/S
Copenhagen
Denmark

PR & Information Dept.

MAN B&W Diesel A/S
Copenhagen
Denmark

Tel.: (+45) 33 85 11 00
Fax.: (+45) 33 85 10 30

Tel.: (+49) 821 32 20

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Tel.: (+44) 161 483 1000

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